Hi everyone,
Below is a link to an article out of Victoria yesterday. My wife’s cousin Ben Kilmer has been missing for nearly 48 hours and we don’t have a clue where he could have gone. This is a shot in the dark but if anyone reading this whether training, joyriding, or ferrying up or down on the island near Cowichan Lake, please keep an eye out for Ben.
He has a wife and two very young children and needs to come home to them.
https://www.google.ca/amp/s/www.vicnews.com/news/update-sar-personnel-from-across-island-join-in-as-search-continues-for-ben-kilmer/amp/

I haven't used the HGU-8﻿4. We have used the Genetex's polyclonal rabbit anti-GFP antibody for IFAs and IPs. It works well in both assays, and it seems to be a very good product. Cannot comment on any others as that is the only one we've used.

I've got over 32 years in the industry and wouldn't leave unless I absolutely had to. Love love love the life. But I actually had to ask myself that question over a year ago when I was let go after twenty years with the same outfit, and a boatload of qualifications couldn't find me a job anywhere on the planet.
Starting out was tough, mid-eighties in a recession, but I was doing dry-wall, running parts around, refuelling aircraft and babysitting the boss's kids, and they threw me the odd bone with a ferry flight here or there, and it grew from that. Never said no to any opportunity. I had no interest in the IFR market but eventually it found me. I had no interest in offshore but once again, it found me. Same goes for touring overseas...never would have done it if it hadn't been forced on me (company lost its only domestic contract). I don't regret a second of any of it. I just put my hand up for everything. SAR, sure why not...I'm a SAR TRE now. Manager, I've managed operations all over the globe after my first shaky introduction in the ME, sim instructor (various types), check pilot, writing manuals and training programs, etc etc...I just keep being the guy that said "Sure, why not."
When I was laid off in the big lull, I seriously applied for every job on the planet. I couldn't see myself doing anything else. Fixed wing held no interest. I wrote a novel to keep myself busy. Had a line on a summer bucketing job with a 61 then fell into a government job in the Caribbean, right place at the right time. I'm here now writing under a mango tree.
My only advice, and it's worked well for me, is step up at every opportunity.

Companies do still hire low timers, and i really do believe its all about attitude and not the way you dress. I had not even finished my training that two companies had offered me a job. I started fresh out from training at 100hrs, did the go-fer thing and helped with maintenance as i am an apprentice AME. And now, a few months after, i am doing my astar type rating and will be doing my PPC shortly after. As said before, it's not because the company doesn't have a job posting for a low timer that you should not go see them and talk to them. And don't expect to fly right away and stay home when you are not flying. But in my opinion working in the hangar, and as ground crew on contracts is really important. You learn so much more from doing so. Being a helicopter Pilot isn't all about how good your are with the controls.

Actually I DID know the correct definition of hover taxi and air taxi, but you chose to not read it that way which is cool. (Also it has been 18 years since i instructed in FA land)
And I no longer teach, I fly operationally, and see the disasters that walk around pretending to be professional pilots but don't know a single bit of airmanship, or have the skills to fly and land at a specific point, using proper procedures and calls.
The 14.000 hour pilot was hotdogging, being relatively new in the machine perhaps he would have benefited from reading the manual more, as it is mentioned in there too, including the proper recovery. this is something that should be taught in the basic type rating training...

Did you read the report?
"The pilot held a commercial pilot licence for helicopters and airplanes, with a multi-engine land and sea rating. He had accumulated over 14 000 total flight hours in various airplanes and helicopter models. His previous flight experience also included the ownership of a flight school, and experience as a helicopter flight instructor."
Doesn't sound like a "low timer building hours" to me. I would guess with over 14,000 hours he has seen more than just airport landings.
a16p0045.pdf

Bro...you're an instructor from the US?? How do you not know the FAA definition of Hover Taxi & Air Taxi?? Seriously...
Keep on practising "flying a rectangular pattern at a proper altitude and reading paper charts" Good Luck...

I was an instructor in the US as well, and find I'm quite capable of doing all kinds of bush work.
I think personally that the instruction in Canada in particular has strayed waaay to far into the operational side, and way to little focus is put on the basics. And basics is flying a rectangular pattern at a proper altitude whether to a confined or an airport. and maintaining altitude, and reading a paper chart. Not longlining. at 100 hours a guy (or gal for that matter) should be able to do a basic radio call, do all emergencies, and fly the aircraft to certain standards. That seems to have slipped these days.
if you don't want to read, you will not learn, (Not aimed at you Diaper_Pin) Thus others mistakes will go by the wayside and you are no new experiences richer.

The pilot was an instructor. Though if it is the pilot I’m thinking of. He did his instruction in the USA. The low timer building hours teaching the low timer how to fly. Even though the instructor has very little grasp of landing anywhere except at the airport.